Railway traffic controlling apparatus



July 25, 1933.

R. R. KEMMERER RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Oct. 3, 1930 [20 C'" f ZCI/CLE 4 Sheets-Sheet l [S500/VD DMGQAM b MMAMMMMM MAMMAMMMM Fly. 2.

C7' Closes /60 r/M 105? /v//vdrE E 72 Closes /20 770165 pf@ MIA/0 TE Z? Fwd y 74 55) LUM-7- IN VEN TOR.'

j K- Kammerer,

@Qi-M MQ ATTORNEY.

July 25, 1933. R. R.KEMMERER l 1,919,279

l RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Oct. 3, 1930 4 Sheets-Sheet 2 INVENTOR.'

. k rn m a rac TTORNEY.

July 25, 1933- R. R. KEMMERER 1,919,279

RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Oct. 3, 1930 4 Sheets-Sheet 3 NVENTOR.' 54 R-R .ke mmeref) #112' A TTORNEY.

July 25, R. R- KMMERER RAILWAY TRAFFIC CONTROLLING APPARATUS Original Filed Oct. 5, 1930 4 Sheets-Sheet 4 INI/mmm FLK- Kern mar'r',

Patented `uly 25,` 1933 i RALPH R. xEMMERER-,for 'swrssvarn, rENNsYrvANIA, ssreNoR 'rol THEUNION SWITCH a SIGNAL COMPANY, or swlrssvaLE, PENNSYLVANLL vA VooaromrrroN or RAILWAY raarrrc coNrROLLrNGfArrARATUs nection With a controlled manual block sys.

I will describe one form oit apparatusembodying my invention, and Will'1tl1'en point outthe novel features thereof in claims. -1

lThe accompanying Figs; 1f?, l", l. and 1d,

when placed end to end in the order named,` with Fig?.V l on the left, form a diagrammatic view showing one form'of apparatus embodyingv'my invention for a stretch vof track which Vincludes three signal locationsFigQiis a diagrammatic vieW illustrating a `form of f coded current that-may be used inthe track circuits of I`ny-inv`e'ntion.l Figi 4is al view showing the rate ot operation of the several contacts of each code transmitter CT shown in Figs. lblto ld; `In describing my invention, reference is made to the accompanying iig-V iireswherein like characters of reference designate corresponding parts, an exponent being added to certain reference charactersto i designatethe locations -of the parts. In this description, I shall assume :the left-handend ofFigs. l?, lb, lc and 1d to'be West, andthe right-hand vend of each figure to-be east, and

I shall speak` ofa train traveling Vfrom the right to the leftas a westbound traink and one traveling from the lleft to the rightas'an eastbound train. A., i y

In the Figs.r` 1b, .1", and, l, thereference characters l and 2 designate Vtrack railsover Y. which traflic may move inI either direction.`

These rails are arranged intrack sections 'A-B, B-(ll, etc., by the usualfinsulated rail joints. In Figrlfl isshoyvn a manually operable lever N which islocated at some con-A venient point such `as at'onefend of the y stretchoftrack and which may be a'partof an Ainterlocking machine, and Whichalso may 1' or maynOt be electrically locked-'withal lever of la second machinelocated at fthe opposite:

end of the stretch in anyfof the numerous arrangements of trafficrlocking circuits that are' used for that purpose. y f y I Y; Energyfforthe 'operation' vofthe traclrapf paratus and thevvayside signalsisfurni'shed;

by line transformers. Lone of which islocatedat each `junction of adjacent track sec:

tion.) The primary Llof eachl of these trans# formers is connected to a transmission Ime E, which is constantly suppliedwithalter-i nating current of ac'onvenient commercial terminals of. a rectifier Rv Which furnishes di- Y I' rect current for the operation of certain parts 0f apparatus ofmy invention'. Q t.

Located at eachjunction of adj acentltraclv `sections is a directional relay FRandtWo repeaterrelays WR :and ER and the direction of'traiic is established by` the position of the directional relay FR; The control oftheldi-k rectional relaysis by means ofthefmanual control leverpN overthezdirectional control circuit which includes the line Wires33 and 34across :which the several directional relays of *the` system are connected in.y parallel.l With the.;1ever` N set in its normal position, that is, theV position asfshown in solid lines in theFig. la, this directional vcontrol circuit extends from the'positivete/rminal .ofthebat- ,K tery-Xto Wire 35, controllerc'ont'act 36joperf ated by lever N and normallyy closed, Wire 33,

Wire V37 directional'y relay FRAL, T'Wire 38, wire l 34, controller contact39 normally closedga'nd WI@ 40 lto the-negativeterminal fof therbgl't.

.lsosupr x `directional ire-'55 tery X; stated above, current plied to, each,l 'of the" several lays ofntheisystem by-jthissamecirouit; The polarity oi' the normalcurrent isgsuch that the polar armaturesofeach of thefdirectional relays occupythexleftfhandposition, that is,

the position asshown in the figures..

V Withf l the ,control lever Nf.reversed1,tothel position 10.0,.

` shown'by the'dotted lines, the positive termi-i nal of the battery X is connected to the line' wire 34'by a controller contact 41 which is closed with lever N reversed, and thenegaAvv tive terminal of the battery X is connected, to the line A wire 83 byY a controller contact 42V which isclosed withth'e lever N. reversed; therefore the current supplied yto the directional relays is reversed and the polar armativeterminal of rectifier RB, .wire BX, front 15 i Y tures of each of these relays are swung to thev right-hand position. Looking at location B of Fig. 1, the circuitfor energizing the west#v bound repeater relay' TRB is from the posifv contact 48 'i normal olar Contact 44 wire45. 7 7 l back contact 46'of repeater relay ERB, wire V47, relay VRB, Y

ynegative terminal of rectifier RB. l With the and .Wires 48 and CX to the f directional relay FRBjenergiZed with reverse v.wire BX,.front polarity of current then the eastbound rels energizechthe circuit be-l peater relay 'ERB ing from positive terminal of rectifier RB,

Contact 48, reverse polar contact 49, wire 50, y wire'52, relay ERB, and wires 48 and CX to negativelterminal'of RB.v

. Each track section is provided with a track circuit whichy includes two track tran referin-v ers designated'by the reference characters T1v and T2 and a track relayy designated by the reference `character TR. Looking at the track section B-*C and considering first the normal active track transformer T113, the sece v ondary 8 of said transformer has one terminal Yconnected to rail 2 by currentlimiting reactor 10, wire 11, rectifying device 12 furnishing half-wave rectification, and wire 18,

. and itsother terminal connected totherail 1 of the section by the wire 14.` Consider.`

ing-next the normally inactive transformer T2"3 of the section B-C, the secondary 15 of Y this transformer has one terminal connected to the rail 1. by .wire 16,'reactor V17, wire 18, rectifying device 19, and: wire 21, while the other terminal is .connected tothe rail 2 by.

the wire 20. With the directionof'traflic `set for westbound traffic, which the normal position ofthe apparatus and tnat shown in the figures, the primary 22 of the track transfV former T1B is supplied with alternatingcurrent from the associated linetransforincr L? ywhich current is periodically interrupted or coded at the rate of 80,120 or 180 cycles per minute, or any other code frequency desired,v

as determined by traffic conditions, vas will fullyfdescribed later on in the specification.'

VWhenever therdirection of traiiic is set for westboundV traffic,l the primary 28 of Vtrack transformerT2C is on open circuit audit-hue no'energy is Vsupplied by'its secondary'to the :rails of thesectioufV lVith'the reversal. of the directionv of vtraflic, then' 1 coded energy is fedV to the primary 23 ofx the 'tracktransformer T2 )andV it becomesv activejto supply coded current to the railsof Vthe section, andthe supplied with mission line. Ycurrent Vin the primary ofthe track transback contact 51 of relay VRB,

primary`22 of the tracktransformer TlB is on open circuit, as will he fully described later 01].

With the, primary 22 of the normal feeding transformer T1B supplied withperiodical-Vy ly interrupted or coded alternating current and .inasmuch as the rectifier 12 furnishes half-wave rectification, it follows that normally the track rails of the section BV-C are a coded pulsating or unidirectional current from the alternating. current transmission line E. .lnFigx 2, the diagram c is a representationof thef usual form of the cyclealternating current of the trans- The diagram t shows the former during the on, andfoif periods of 120 code current, while'the' diagram c rep-` resents thehalf-wave,impulsesthat flow in the track rails during the on period of the 120 cycle code.

The track relay TR ofleach section is a two element relay, the control element 24 of which (see relayTRC) is connected normally to the rails ofthe section at the end opposite the normally active `transformer T1B inthe fol# lowing manner :wire 25,- front contact 26of a relay VVRG, and wire 20tothe railv2. lThe opposite terminal of'element 24 is connected,v

. through wire A27 ,front contact 28 andv wire 21 to the rail 1 of the section ,-B-G.V That is to say the controlelement 24 of each track relay,A is normally connected to'therails at the'endl opposite that at which they are normally suppli-ed with codedunidirectional current. The n second element 29 of the track relay is con.- tinuously supplied with rectified alternating current through the medium of the wires BX and GX which are connected tothe positive Afront contact 31 and back contacty 82 alter-pVV Lnately at vthe rate of 80, 12()V or 180 times per minute.;v VIt has! been pointed out. that: nor#4 mally the track element 24 of each track relay is connected to the rails "ofthe track section at the'right-hand end,'that is, at the entrance end of the block for-westboundtraffic, With eastbound tra'llic established by the control lever N being reversed, and the eastboundrepeater relay ER'at each location energized, and the westboundv repeater vrelayVVRde-` energized, then the control element 24ofthe track relay is'disconnected from' the'rightr Vhand end of each section at the contacts -28 and 26 of the Westbound relay WR and is connected to the left-hand .end of the adjacent track section, that is, it is connected to the entrance end of a track section for eastbound traffic. Looking at track relay TRC, the element 24 is connected to the rails of the section to the right of location C by wires 25 and 53, front contact 54' of the relay ERC and wire 55 to the rail 1, while the other terminal. of the element 24 is connected by .wires 27 and 56,front contact 57 and wire 58 to the rail. 2.

Each track relay controls decoding apparatus including a decoding transformer DT and three decoding relays H, D and DR, in such l a manner that these relays are selectively re sponsive to operation of the track relay at the three code rates specified. The primary 59, (see location'A) of the decoding transf. former DTA is supplied with direct current by the associated rectifier RA. `With the associated `track relay TRA energized so that armature 30 lis in engagement with contact- 31, current flows from the positive terminal of rectifier RA, along wire BX, armature 30, front contact31, right-hand half of the primary 59, to a center tap, and then wire CX tothe negative terminal of RA. When the Atrack relay TRA is deenergized `and armature 30 is in engagement with the back contact 32, the current from rectifier RA fiows through the lefthand half of the primary 59. AIt follows then that with the track relay TRA operated with coded current` and its armature 30 alternately in engagement with front con- 1 tact 31 and back contact 32, an alternating voltage is induced in the secondary 60 of the'transformer DTA, the frequency of which is the same as the frequency of operation of the track relay, but with the track relay TRA continuously energized or continuously deenergized no voltage is induced in the secondary 60. A

The secondary 60 has one secondary circuit connectedlto the input terminals ofA the rectifier 61 through a reactor 62, While the output terminals of the rectifier 61 are connected to thevdecoding relayA HA. This secondary circuit being non-tuned,

' it follows that with track relay TRA being alternately energized and deen'ergized in step` with either the code, 120 code or'lSO code, the relay HA is energized, but with the track relay remaining continuously energized or deenergized, the decoding relay HA is deenergized. The secondary 60 has a second secondary circuit including reactor 63 in se-` ries with the condensers 64 and 65 connected in multiple, while the input terminals of the rectifier66 are connected across a portion of the reactor 63. The decoding relay DA is connected to the output terminals of the rectifier 66 and the parts of this secondary circuit are so chosen that the relay DA is energized only when the track relay TRA is operated by 120 code current. The secondary 60 has a thirdfsecondary circuit, which includes areactor 67 and a condenser-68 in series, while the input terminals of arectier 69 are connected across a` portion of the reactor .67, The.

decoding relay DRAis connected tothe outof this circuit areso chosen that thev decoding relay DRAisV4 energized.V only when the track relay TRA is* operated by 180r code` current. A condenser 70rnay be: connected across the terminals' of the primary 59 to reduce the sparking at the contacts 31 and 32. l

' At the junction (of each adj acent-tra'ck sec tion there isprovided a code` transmitter designated bythe reference character CT with an exponent .designating its location. EachA code transmitterincludes a motorv element -71 constantlysupplied with current by the rec-V tifier R as will be readilyunderstood by an to vgovern trafii'cV inV oppositev directions' through the section. Signals governing westbound trafc are designated by the reference character 1S with an exponent to designate the location, and signals governing eastbound traffic Vare designated 2S plus a proper exponent. These wayside signals may be' of any of the well known types which are capable of displaying four. indications but, as here shown, each wayside signal comprises two groups ofllamps K and'P. Group K comprises a green lamp G, a yellowlamp Y and a red lamp R. Group P comprises aV green lampfG anda red lamp R. The lamps of each SignalV are controlled by the decoding relays of the corresponding location in a manner which will be described hereinafter. Associated with the wayside signals at eachv location is an approach lighting relay the location to the rear. Looking at relay ARB, wef find. that under normal conditions, that is, when `westboun'dtrafic is established',

ldesignated by the reference character AR. l

This relay is controlled by the track relay at the 'circuit to energize relay. ARB extends from thepositive terminal of rectifier RC, wire BX, wire 87 front contact 88 of decoding relay HC, wire89, front contact 90 of relay WRC, line wire 91, back contact 92 of the relay ERB, coilV of the relay ARB, wire 93, front contact 94 of the decoding relay HB, wireCX, line Wire 34, and the CX wire at location C to the negative terminal of the rectifier ,.RQ. With a reversal "oftraffic'then 7o Y put terminals ofthe rectifier 69 and thegparts y established is for Westbound trains.

this approachlighting relay ARB Vis energizedv by a circuit which extends from the positive terminal of rectifier RA, Wire BX, Wire 95,

,front contact 96 of the decoding relay HA,

Wire 97, front contact 98 of relay ERA, 4relay ERA now being energized, line Wire 99,back contact-100 of relay WRB, relay ARB, Wire 93,'front Contact 94, Wire CX,line Wire 34,

' u, and the CX Wire at location-A to the negative terminal of the rectifier RA.

Looking at signal 2SB for illustration, the G lamp of group K is supplied with current from the secondary 6 of transformer LB over wire BX110, back contact 126 when approach lighting relay ARB is deenergized,wire 127,

front Contact 222 Vof relay `ERB, this relay-v tact 224 of HB and Wire 221 when relay ERB is energized. The G lamp of group P of 2SB receives current from secondary 6 by a circuit branching from Wire 127 to front contact 225, front. contact 134, Wire 135, back contact 136, front contact 226 With 12() code decoding relay DB energized, and Wire `227. The R lamp of group P receives current by a circuit branching from Wire 127, over front contact 225, front contact 134, Wire 135, front contact 228 of DRB and Wire 138, or With lERB down Vthen by back contact 192, or Withboth relays DB and DRB down by the back contacts 136 and 137.

. Having pointed out the several devices with which each track section is provided, I sh all now describe the operation, and I shall vfirst assume that all track sections are unoccupied and that the direction of traffic With the control lever N set at normal position so that the directional relay at each signal location occupies its normal position', that is, the position as shown in the figures,` and With the Westbound repeater rela-yat each location energized, a track relay TR is connected to the rails at the ri glit-hand end of each section as Was heretofore pointed out.r Under this normal condition, the primaryy 22 of veach track transformer Tl is supplied with 180 code alternating current by a circuit which includes one terminal of the secondary 6 of the associatedY line transformer L, (see location B) Wire 75, 180 code contact 72 of-,the code transmitter CTB, Wire`76, front contactl 77 of decoding relay DRB, Wire 78, back contact 79. Wire 80, front contact 81'of decoding` ,l relay HB, Wire 82, front contact 83 ofthe repeater relay VVRB, Wire 84prim'ary 22, andv the CX110givire to theother terminal of the secondary 6. It follows that with 180 code alternating current supplied to the primary 22, the secondary 8 feeds 180 code alternating current tothe track circuit of section B-C, but due to rectifier 12 furnishing half-Wave rectification, the current supplied to the rails becomes 18() code pulsating or unidirectional current. Thus, under the normal position of the control lever N, a track relay is conlind that this will disconnect the track ele*- ment 24 of the track relay TRB from the rails of the section A-B at the front contacts 188 and 189 of the relay WRB, and Will connect element 24 to the rails of the section B-C by means of the front contacts 190 yand 191 of the repeater relay ERB. Also the circuit to feed coded energy to the primary 22 of track transformer T1B is opened at front contact 83 of relay *WRB and coded energy is now fed to the primary 23 of the track transformer T2B by a circuit Which extends from one terminal of secondary 6 of line transformer LB, Wire 75. 180 code contact 72 of CTB, Wire 7 6, fro-nt contact 77 of decoding relay DRB, Wire 78, back contact 79, Wire 80, front contact f 81, Wire 82, frontcontact 85 of repeater relay l ERB, Wire 86, primary 23, and Wire yCX110 to the other terminal of the secondary 6. Due to the rectifier 19 the current supplied to the rails of track section A-B by its secondary is 180 code unidirectional current. Thus With eastbound traiiic established, 'the track relay is nou7 connected to the lefthand end of each section, that is, theentrance endY Y for eastbound trailic, and each track transformer T2 supplies 180 code energy to the rails at the right-hand end of each section, which is, the exit end for eastbound traiiic, and the dcoding relays H andy DR are energized.

By supplying'coded energy to' the rails at the exit end of each track section for either direction of t'raiiic and by transferring the connection of the track relay to the entrance end of each track section, said relay being responsive to such codedenergy,there is providedftrackway apparatus that operates the Wayside signals. ThisV Coded energy may also bevused for the control of train carried apparatus receiving current inductively from the rails such, for example, asthelapparatus e the approach lighting relay ARC at the-loca.-

tion to the right of location With the relay ARC down andfinasmnch' asthe track sections 'in advance are each unoccupied, a circuit is established'vforthe green lamp G of group K of the Wayside signal 1S@ as follows: secondary 6 [of line transformer LC, wire BX110, back contact 101 vot relay ARC, Wire 102, frontcontact 9 of WRC, Wire 196, front contact 197 of relay HC, front contact 198 of relay DRC, Wire 199, green lamp G of group K, and the @X110 Wire to the common terminal of secondary 6. Also branching from the wire 102 there is a circuitover contact 103, wire 104, front contact-2000i relay HC, Wire V201, front contact 202 of DRC, Wire 203, red

lamp R of group P, andthe @X110 Wire to the common terminal of secondary 6. It follows that the signal 1S will display a proceed signal by means of the green Vlamp @r of the group K and the redv lampR ofthe group P to 'the trainapproaching from the least. As the train advances and enters each successii/'ejl track section of the system, a proceed signal Will be displayed 'at each Westbound signalfin a like manner.

Let 4us assume that the train advances, West-V `vardJ-and finally occupies thetrack section'to theleft of the l.location A. `The `trackrelay TRA' being shunted by the train, the decoding relays H{,*D^, and DRA Will'each bev deenergized Witli'tlieresult that'a circuit is establishedfrom secondary 6 of the'fline transformerLA' Whiehincludes Wire BX110, back contact 113. of the' approach lighting relay ARA assumindthisrelav'to bedeener izedv as it'Will beit 'a secondtrain approaches, wire 114, front contact 232, Wire 193, back contact 119 of decoding relay HA, Wire 204,v

red lamp R` of group K of the signallSA, and

Y ivire @X110 to the common terminal of secondary 6. Also a circuit is established Which branches from Wire 1141 to front Contact 115, Wire 11(3,iback contact 205, Wire 206,to the red lamp 'R of group P lof signallSA, and to the common terminal-of secondary 6. Tllesignal lSA, therefore, displays astop vindication by the red lamp R of group K vand the red lamp R of'group P indicating that the immediater track section in advance is occupied.

Furthermore, `by vvirtue of the decoding relaysI-IA, D^and DRA all being deenergized, 80 vcode energy is fed to the primary 22 of theV track transformer T1-^-, the'circuit'being from the secondary 6, along Wire k`BX110,.80c0-de contact 74' of CTA, Wire 121, back contact 122, Wire 123, front contact 124, Wire 125, primary 22, and th'e,@X110 Wire tothe common termil relays DB 'and DRB remain deenergized.l AtY location B, the circuit to the signal 1SB is trom the'secondary 6 of the line `transformer LB, along Wire BX110 back contact 126 of the approach lightin relay ARB, Wire127, front contact 207, Wire 208, front contact 209,`Wire f 210, hack Contact 211 of decoding relay DRB, wire 212,yello\v lamp Y of group K, and Wire @X110 to the common terminal of secondary '6. Also` branching from the Wire 127, a circuit extends through frontcontact 128, fWire,

129,V front contact 213, ack contact 214, back contact 215, Wire 195, red lamp R of groupl P, and the @X110 Wire to thecommon terminal of secondary 6. Thus to any train approaching the signal ISB there is displayed a yellovs7` lamp of the `group K anda red-lamp of the group P indicating that the first track :sec-

tion in advance is unoccupied but that the second section in advance is occupied. .vWith decoding relay HB: energized, 120 code [current is supplied to the seconda-ry 22 oit track trans'- former T1B, the circuit extending from the secondary 6 ,of line transformer L?, Wire BX110, 120 code contact73 of CTB, Wire 139,

back contact 140, .Wire 78, back contact 79, Wire 80, front contact 81, Wire 82, front contact 83, Wire 8-1,prima=ry22, and the @X110 Wire to the common terminalof secondary 6.

The result4 is that the track relay TRC isnoW e opera-ted on 120 code-and the decoding relays HGand D are energized While the decoding relay DRC is deen'ergized. VAt location We -ind that the circuit for the signallSC is now 4romthe secondary 6, along Wire BX110,back

contact 101 of the approach lightingre'lay ARA, Wire 1021ront contact .9, Wire 1961 front contact 197 ,back contact l216, wire 217 lamp Y'of group K, and Wire @X110 back to secondary 6.' Also branching from Wire 102, a circuit'extends through thefront contact 103, Wire 104, front Contact 200, back contact 218, front lcontact 219 of the decoding relay-Dwire 233, green lamp G. ofgroup P' ofthe signal 189 and Wire @X110 back'to secondary 6. vThus signallSC displays a yellow light of the group K and agreen'light of the groupV P indicating to an approachingl train ythat both the track sections B @an'd A-B are unoccupied but that they section' to I the left oie. locationA is occupied. ,Withthe' `decoding relays H? and DC energized, '180' code energy is supplied' `to the secondary`22 of the track 'transiormerLC "by a circuit that includes'thesecondary 6, Wire BX110,'1`80."

selected effective to supply said Ainterrupted current, traffic controlled means to select thev diderent rates of the interrupted current in accordance with traffic conditions, a track- Way means connected to the Vrails and selectively responsive to the different rates of interruptions of the periodically interrupted current to control the Wayside signals,and a manually controlled means to control the directional means.

5. In a manually controlled Wayside and.

Y to control train-carried cab signals, directional means for establishing the direction of traffic and to render the current source associated With the direction of traffic established y effective to supply said coded current, traffic controlled means to select the different codes of the current in accordance With traffic consive to the different codes tocontrol the Wa side signals, and a manuallyr controlledl means to-v control said directional means.

6. In a Wayside and cab signal system including, trafiic rails over which traffic may move in either direction arranged invtrack sections, a Wayside signal located at each end of a. section to govern traffic in opposite directions through the section, a current source locatedrat each end of a section each capable of supplying to the rails unidirectional current periodically interrupted at differenty rates and Which are adaptable to control train-carried cab signals, a manually controlled directional relay for each section to select'the direction of traffic and to render either one or the other of the current sources effective to supply said interrupted current,

I a track relay for each section connected'to the rails and responsive to unidirectional current periodically interrupted, a plurality of decoding relays for each section, means associated with each track relay to selectively energize said decoding relays in accordance with the rate of the interrupted current With which said track relay is operated, means controlled by said decoding relays to determine the rate of the interrupted current supplied to the rails of the-section next in the rear for the directionr for Which traffic has been selected vin accordance With the conditions of the decoding relays, and other means controlled by the decoding relays to govern the Wayside signals.

77. In acombined Wayside and cab signal system including, traffic rails over Which .traffic may move in either ldirection arranged ved at different rates and Which are adaptable to control train-carried'cab signals, a manually controlled directional relay for each section to select the direction of traffic and toy render either one or the other of the current sources eective to supply said interrupted unidirectional current, a track relay for each section connected to the rails and responsive to unidirectional current periodically interrupted, a plurality of decoding-relays for `each section, means associated With each track relay to selectively energize said decoding relays 1n accordance With the rate lof the interruptedcurrent with Which said track relay is y operated, and means controlled jointly by theL directional relay and the decoding relays to control the interrupted current supplied to the rails of the section next in the rear for the direction for which traffic has been selected and to govern the-Wayside signals.

' 8. In a combined Wayside and cab signal system including, a stretch of track rails arranged in track sections, a Waysidesignal for each section to govern traffic through the section, a current source located at the eXit end of each section capable of supplying to the rails coded current of different codes which are adaptable to contro-l train-carried cab signals, traffic controlled means foreach section to select the different codes of the'coded current in accordance With traffic conditions in advance of the section, trackway means for each section connected to the rails and selecf tion, a current source-located at the exit endof each section capable of supplying to the rails unidirectional current periodically interrupted at different rates and which are adaptable to control train-carried cab/Signals, traffic controlled means to select the different rates of interruptions of the periodically interrupted current in accordance With traffic conditions in advance of the section, trackway means for each section connected to the rails at the entrance end and selectively responsive to the different rates of interruptions of the interrupted current to govern the Waysidesignal, and means for each section controlled manually from a distant `point to render the current sourceeffectiveto suptional current.

i-,oiaave ply said periodically interruptedunidirecl0.` In a combined 'Wayside Aand cab signal system; including, a stretch of track'rails are ranged in track sections, a Wayside signal for each section to govern trani'c through the section, a current source located at tliefexit end of eacli section capable of supplying to the rails unidirectional current periodically interrupted at different Yrates andj which arek adaptable to control tiaiircarried cab sig-.

. aals,'a track relay foreach section connected to the rails at tli eentrance endand responsive to tlie periodically interrupted unidirectional current, a plurality' of Qdecodingrrelays for eacli section`,ineans associated with each' track relay to selectively energize said decoding reays in accordance with the rate of the interL fupted current With which' said track relay isA operated, means controlledby tli'e decoding relays for governing the signal and to deter- V inine the rateof the interrupted current supi plied to tlie rails of tlie section next in the rear, and means for each section controlled ing relays.v l

12. In coinbina'tiomjtraliic rails arranged manually fromV a distance point to 'render-the current sourceeffective to Vsupply said peri odically interrupted unidirectional current. 11. yIn combination, ftraiiic rails arranged in track sections, a source of current `for each'section adapted to supply'- to the traffic rails rectified 'alternatingcurrent periodically interrupted at different rates, a track relay for eacli section connected Vtol thera'ils and responsive to periodic interruptions of rectified alternating current in the rails, a plurality of decoding relays for each section,

means associated Witli each 'trackrelay for selectively energizing said decoding relays in accordance with the rate of the interrupted currentV with which tlie track relay is operated, and means controlled by the decoding relays for controllingtlie source of current,

for the neXt section in the rear arranged'to selectV fdifferentl'rates 'of' periodic interruptions vof said 'rectified alternating current in' accordance With the conditionsn of the decode in track sections, a source ofcurrent for each section adapted to supply to the traiiic"-rails rectified alternating current vperiodically inl teriupted at different rates, atrack relay fon eacli section connected tothe railsA and re# sponsive to periodic interruptions of rectified alternating current in'fvthe Arailsa plurality' of decoding relays for eacli section, means associated With each track relay for selectively energizing said decoding relays in accordance with :the rate of the interrupted current With Wliicli the track relay is operated, means controlled by the decoding' ref lays forcontrolling the source ofcurrent for Vthe next section inthe rear arranged'to select different rates of periodic interruptions ofsaid rectified alternating current in accordance with the condition ofthe decoding. relays, and signals `for the section controlled'by the said decoding relays.

13.' In combination, traicfrails arranged i in track sections, a'source of current for each section adapted to supply to vthe trailici'rails i unidirectional current periodically interrupted at diierent rates, traoki'elay for each-section connected-to tlie rails responsive to Aperiodic interruptions *of unidirectional current inltlie rails, a plui-'ality of decoding relays for eachV section, means'associated With each track relay for'selectively energizing i said decoding relays? in accordance vvlthl the rate of the interrupted current with which v fso the track .relay is operated, l a control relay for eacli section controlled-manuallyffrom -a distant point, andcircuit means controlled i jointly byl said controlrelayand saidl decoding relays for controlling the 'source of culifrentifor the next sectionin the rear Varranged to select different rates of periodic interruptions of saidV unidirectional[current in accordance Witlitlie conditions' of tlie said relays?"A lll-.v In combination, traffic rails arranged in track sections, track 1 transforineror connected to the tratlic rails, Vthe primary Winding `ot' each" transformer with-coded alternating current of diii'erent codes, means `associated 'Wi'thf the secondary Winding-of each'. trackv tij'ansfornier'to convert the `coded lalternating current into coded unidirectional current, ya track relayforeach section` yresponsive to"v codedv `unidiretional I current'in' suclirails, a plurality of decoding relays foreach section, means associated vvith each'track relay to de codingjrelays in accordance With'tlie code for controlling the 'y selectively lenergize said operatingthe track relay,l means controlled by the decoding relays v coded alternatingy current supplied to the primary "of lthe trackl the different codes in accordance with the vconditions of the decoding relays, and'vsig each section having its .secondary Winding means to supplyv nextsection to the rear arranged to'selectV nals tor'the Sectio controlledby'the said decoding relays. f

15'. In combination, a .stretch iof lrailyvay, over which tratlic inay'move in either `direction 'arranged into track sections, aV sourceof 'currentlocated at opposite ends of eaclif track section ea'cli capable i Y lay locatedat eachjunctioii of adjacent track sections capable of beingvconnectedto' tlie' rails of either track section and responsiveto iis. p'

` l of supplying tothe yrails l. coded' current of dliferentcodes, 'a track re'.

codedcurrent, anianuallycontrolled traflcl i [directional means locatedat each junctionj of i adJacent tracksections to connect the track relay to the rails of the section which for' the direction of traflicestablished,lias-itsenei trance endv at this 4junction, andto renderl efeV vfectivetlie source of currentlocated'at the exit end of a section for the direction of trafi` iso l' las i fic established effective to supply said coded current, a plurality .of decoding relays associated, with each track relay, means to se- Vlectivel energize said decoding rela s in acv b y i?) cordance With thecode operating ythe tracky l relay, and two signals locatedateach juncltion of adjacent track sections to govern f' trafiic in opposite directions and selectively controlled jointly by the trafiic directional means andthe decoding` relays. f

16.l In combination,v a stretchof railway f over Which traffic may move in either direc*- tion arranged into track sections, two sources of; current located at each junction of adj a cent track sections each capable of supplying to the rails of a respective track section unidirectional current periodicallyl interrupted at different rates, a track relay located at each junction of adjacent track sections capable of .heilig connected to the railsgof eig ther track section and responsive to periodic i .aga

interruptions of,` unidirectional current, a

-manually controlled traffic directionalmeans located at. each junction of adjacent track vsections to connect the track relay tothe rails of thesection which for the direction of trafiie established Ahasits entrance. end at this j'unction'and to render the source of current for the section havingjits exit end at this junction effective to supply said interrupted current, a plurality of decoding relays asso- `ciated with: each track relay, means to selectivity energize said decoding relays in accordance with' the Y rate of` the interrupted current operating the track relay, .tWo signals located at `each junctionof adjacent track sections to rgovern traffic in opposite directions, and vmeans controlled jointly. by the y'traffic directional means and the decoding relays to selectively govern said signalsV and to select the rate of interruptions of' the unidirectional current supplied by the active 'source of current rendered effectiveat that junction,

17 .j In combination, a stretch of railway track,'a signalforV governing trafficV movements in a given direction Vin said stretch, a

second signal for governing traffic movements in a second direction in saidl stretch, .an ap# proach control'relay, manually controlled1 apparatus for at times causing said relay to be controlled byatrain approaching said first Vsignalfinsaid first direction and forv at other i times causing said relay to be controlled by a train approaching said second signal in Said second direction, and means controlled by'said relay for controlling said rst and second signals. .j

v18. In comb' ation, a stretch of railway track, a light signal for governing trafiic movements in a given direction in said stretch, Aarsecondlight signal for governing traffic movements in the opposite direction in said stretch, ar normally energized j` approach lighting relay, manually controlled apparatus for at .times putting said relay'` in condition to be deenergized by a trainr approaching said first signalfin said given direction and for at other Vtimesfputting, said relay in condition to be deenergized bya train approaching said secondsignal in the opposite direction, `andineans for causing said first and second signals to be lighted if andonly if said relay is ,deenergized 19'. In combination, a stretch of railway track divided into sections, an eastbound j coiding to a pluralityof codes, a. westbound track circuit for each section controlled by unidirectional,current periodically varied ac cording' to a second plurality of codes, meansy controlled by the eastbound track circuits for controlling eastboundl traffic movements according to saidfirst plurality of codes, and

Y means controlled by the Westbound track cir-k cuits for controlling Westbound traffic Amovetrack circuit vfor each section controlled by Y unidirectional current periodically varied acments according to saidsecond pluralityy of@ Aperiodically varied according toca plurality of codes, means controlled by the eastbound track circuit for controlling eastbound traffic movements in said stretch, and means controlled bythe Westbound track circuit for controlling westbound traffic movements in said stretch according to, said codes.-

21. In combination, ya'stietch of vrailway track, an eastbound track circuit for said stretch controlled by unidirectional current; periodically varied according to,y a plurality ofcodes, a Westbound (track circuit for said` stretch including a part of said. eastbound track circuit and controlled by unidirectional current periodically Vvaried according to a second plurality 'of codes, means` controlled b vthe eastbound track'circuit for control` ling` eastbound trafiic movements in said stretch according to said first plurality of codes, and means controlled by the Westbound track circuit for controlling Westbound.

trafiic movements in said stretch according lto said second pluralityv of codes.

22. In combination, a stretch `of railway track, manually controlled apparatus, means controlled by said apparatus for supplying periodically varied current to the rails of said stretch for controlling traffic movements in a given direction in said stretch, andv means controlled by said apparatus for supplyingV 'lio periodically varied current to the rails `of said stretchA forV controlling traffic move@ ments in the oppositeV direction in said stretch.

vRALPH R KEMMERER- 

